Gas exchange Processes

To move working fluid in and out of engine

Engine performance is air limited
Engines are usually optimized for maximum
power at high speed
Considerations
4-stroke engine: volumetric efficiency
2-stroke engine: scavenging/ trapping efficiency
Charge motion control; tuning; noise

Typical valve timing diagram

IVO EVC
(-15 to 0o atdc) (0 to 15o atdc) Early EVO
Facilitates exhaust gas
outflow via blow down
Incomplete expansion
Late IVC
High speed: ram effect
augments induction
Low speed: air loss by
displacement flow
Lower effective
IVC EVO compression ratio
(30 to 50o abdc) (30 to 50o bbdc)

Note that for typical passenger car engine, max piston speed is at ~70o from TDC

1
 Volumetric efficiency: quasi-static effects

Residual gas
Affected by:
Compression ratio
Exhaust gas temperature
Exhaust to intake pressure ratio
Impact:
Volumetric efficiency
Charge composition
Charge temperature

Volumetric efficiency: quasi-static effects

(cont.)

Evaporative cooling effect

Higher charge density increases volumetric
efficiency
Adiabatic evaporation in air to form =1
mixture:
Iso-octane: T = -19oC
From both higher latent heat,
Ethanol: T = -80oC lower LHV, and lower
Methanol: T = -128oC stoichiometric air/fuel ratio

In practice, most heat from the wall unless

direct injection is used

2
 Volumetric efficiency: quasi-static effects
(cont.)

Air displacement by fuel and water vapor

Vi is volume inducted
Pi is intake pressure
PV
ma i i x a Wa
= RT
x a x f x w 1
1
x a
x f x w
1
x a x a
1

mf Wa x w
1
ma Wf x a

Fig. 6.3

Volumetric Efficiency: dynamic effects

Friction
Component i pressure drop due to
friction:
Vi = Fluid velocity
i = Loss coefficient
Pi 2
i vi

Scaling :
AP
v i SP ; i
Ai Di
1 1
Pi ~ S2P 2.5
or S2P 5
Ai Di

3
 Volumetric Efficiency: dynamic effects
cont.
Ram effect
Due to fluid inertia
Intake and exhaust flow both exhibit effect
du
P d
dt
S AP
P
1 Aint ake
2N
AP
SP2
Aint ake L
SP Mean piston speed
Runner length
L Stroke

Volumetric Efficiency: dynamic effects

cont.
Tuning
Helmholtz frequency N a A
2 V

a sound velocity
runner length
V volume V
Application:
V taken as Vt/2
Correction factor k=2

a A 1
N
2 V K

4
 Volumetric Efficiency: dynamic effects
cont.
Choking effect
Velocity becomes sonic at throat

1 2 1
choked A *P1 2
m
RT1 1

m
m
P1 P2

P2/P1
1
1
P2 2

P1 critical 1
0.528 for 1.4; increases with

Volumetric Efficiency: dynamic effects

cont.
Overlap back flow
Back flow of burned gas from
exhaust/cylinder to intake port
Increases residual gas fraction
Prominent at low speed and load
Heat transfer
Loss in v because intake charge is heated
up by the hot walls
Prominent at low speed because of longer
time (overrides lower rate)

5
 Volumetric efficiency: summary

Fig. 6.9

Flow loss in gas exchange process

Exhaust flow loss

Throttle loss

Intake flow loss

Fig. 13-15

6
 2-Stroke engine gas exchange
Cross Loop Uniflow
scavenging scavenging scavenging

Fig. 6-23 & 24

Uniflow scavenging
process
Intake port area

Back flow leakage

Compressor pressure

Exhaust pressure

Exhaust valve lift

7
 2-Stroke engine gas exchange

Air mass delivered per cycle

Delivery ratio
a,0 VD
Air mass retained
Trapping efficiency t
Air mass delivered

Air mass retained

ma a,0 VD t

Air mass retained

Scavenging ratio sc
Trapped charge mass

1 sc is the fraction of previous cycle charge that remains

2-stroke engine
sc gas exchange
Perfect
1 displacement

Perfect mixing sc 1 e
Short circuit

t 1
Perfect t
displacement Good Typical values
~ 1.2 to 1.4
1 Perfect mixing Bad sc ~ 0.7 to 0.85
1
t (1 e )

Short circuit Worst